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C-001-001
The Final EIS Chapter 1, Introduction, describes the Purpose and Need
for the project and one of several purposes is to provide capacity for
automobiles, freight, and transit to efficiently move people and goods to
and through downtown Seattle. The Final EIS contains a discussion
explaining how the preferred alternative meets the project's purpose and
need. The Bored Tunnel Alternative does provide access both through
and to and from downtown. Access to downtown from SR 99 and from
downtown to SR 99 are provided near S. King Street in the south and
near Harrison Street in the north. Appendix C, Transportation Discipline
Report, addresses the importance of the viaduct as a transportation
corridor. It also covers issues related to capacity, local access, mobility,
and transit service and other modes for each build alternative. Please
refer to the Final EIS for current information.
The source for the description that SR 99 carries 20 to 25 percent of
traffic traveling through downtown is Exhibit 4-10 on page 67 of
Appendix C for the 2010 Supplemental Draft EIS. This exhibit has been
updated for the Final EIS and can be found in Appendix C for the Final
EIS. Exhibit 4-10 indicates that SR 99 carries 91,400 vehicles north of
Seneca Street. Total vehicle traffic for Alaskan Way, I-5, city streets west
of I-5 at this point total 445,100 vehicles per day at this same screenline
north of Seneca. When you divide 91,400 by 445,100 the result indicates
that SR 99 carries 20.5 percent of traffic through downtown Seattle. The
range provided in the EIS (20 to 25 percent) is a general range that has
changed based on various traffic analyses conducted since the project
began in 2002. For the Final EIS a single percentage is reported.
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
C-001-002
With the Bored Tunnel Alternative, traffic using the Stadium area ramps
to access downtown would disperse over several city arterials, including
the improved Alaskan Way, First, Second, and Fourth Avenues. Traffic
analysis indicates that this arrangement would result in comparable or
better overall traffic distribution and flow than is experienced with the
current Columbia and Seneca Street ramps. This is because the current
ramps concentrate traffic to a single, congested location in the central
downtown. The relocated ramps would instead allow drivers to diffuse
through the street grid using many different paths. Updated analysis has
been included in the Final EIS. A detailed tolling analysis has been
conducted and is described in Chapter 7 of Appendix C, Transportation
Discipline Report.
Because traffic in the Pioneer Square Historic District is controlled by
signals, it is not anticipated that the increased volume will affect the
pedestrian character nor will it make it more difficult to walk to shops or
restaurants. Pioneer Square has historically been an active place with a
high volume of traffic. For event traffic, improved access to and from
SR 99 near the south portal would result in reduced congestion before
and after events. Appendix C, Transportation Discipline Report,
addresses traffic impacts on the Pioneer Square neighborhood, including
event traffic. Please refer to the Final EIS for current information.
The removal of the viaduct will facilitate re-establishing the connection
between Pioneer Square and the waterfront. This connection and the
widening of Alaska Way will be part of the City's Central Waterfront
Project, which will undergo its own environmental review.
C-001-003
The analyses regarding how tolls might be implemented as part of the
proposed action were preliminary for the 2010 Supplemental Draft EIS
but have been updated for the Final EIS. They will be further refined
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
during final design through a joint planning effort (described below)
should the state legislature authorize tolls on the SR 99 Bored Tunnel.
The analysis in the Final EIS represents a conservative estimate of the
impacts of tolling the SR 99 Bored Tunnel. We anticipate that any effects
due to applying tolls to the SR 99 Bored Tunnel will be notably less than
those described in the Final EIS analysis.
Prior to a final decision about how the SR 99 Bored Tunnel would be
tolled, the Washington State Department of Transportation will be
working with the Seattle Department of Transportation and other
agencies to refine and optimize how to toll the SR 99 tunnel while
minimizing diversion of traffic to city streets and minimizing potential
effects to transit, bicycle, and pedestrian travel. WSDOT, with
cooperation from the City of Seattle, the Port of Seattle, and King
County, will establish a Tolling Advisory Committee to provide strategies
for minimizing diversion impacts. Chapter 8 of the Final EIS further
discusses the role and objectives of the Tolling Advisory Committee.
As part of the Bored Tunnel project and related projects, WSDOT and
partner agencies have or will implement several strategies that should
reduce the effects of potential diversion. For example, both the south
and north portal configurations include bus priority lanes to provide
reliable travel times for SR 99 transit service into and out of downtown.
The streets that transition between SR 99 and the downtown street grid
are designed in a manner that meets the City’s Complete Street goals
and include treatments for pedestrians, bicycles, freight, and adjacent
land uses.
In advance of construction, WSDOT funded Intelligent Transportation
System (ITS) investments that provide improved signal operations and
travel time information on SR 99 and city streets such as 15th Avenue
NW that were likely to see increased volumes due to SR 99 construction
activities. These investments will have lasting value. Supplemental
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
transit services and transportation demand management were also
implemented with assistance from the City of Seattle and King County,
and these strategies can form the blueprint for future strategies.
C-001-004
Analysis of traffic patterns for vehicles accessing ramps to and from
SR 99 in the Stadium area show that vehicles will disperse on to a
variety of streets in the area such as Royal Brougham, Alaskan Way,
First Avenue, Fourth Avenue, etc. Please see the Final EIS Appendix C,
Transportation Discipline Report for transportation analysis. Included
within the discipline report are a variety of metrics that looked at roadway
and intersection performance. These analyses were performed with
analytical tools using data for a range of modes including pedestrians,
trucks, transit ferries and automobiles. The ultimate design of Alaskan
Way will be determined as part of the City of Seattle’s Central Waterfront
Project.
C-001-005
Screenline information is used to understand the total volume of traffic
that would use the transportation system in the study area. Projected
vehicle volumes on specific roadways is provided in the 2010
Supplemental Draft EIS and the Final EIS for SR 99, Alaskan Way,
and I-5.
Please see Final EIS Appendix C, Transportation Discipline Report, for
detailed analysis of non-tolled and tolled conditions for the Bored Tunnel,
Cut-and-Cover Tunnel, and Elevated Structure Alternatives. Mitigation
for the project is described in Chapter 8 of the Final EIS.
C-001-006
There are no plans to remove any of London Plane trees. Decisions
about parking will be made by SDOT, not WSDOT. SDOT has identified
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
a number of strategies to offset the loss of short-term parking. Although
specific parking mitigation strategies have not yet been determined, the
project has allocated $30 million for parking mitigation. Analysis of traffic
patterns for vehicles accessing ramps to and from SR 99 in the stadium
area show that vehicles would disperse onto several streets such as S.
Royal Brougham Way, Alaskan Way, First Avenue, Fourth Avenue, etc.
Please see the Final EIS Appendix C, Transportation Discipline Report
for the transportation analysis. Because traffic in Pioneer Square is
controlled by signals, it is not anticipated that the increased volume will
affect the pedestrian character nor will it make it more difficult to walk to
shops or restaurants. Pioneer Square has historically been an active
place with a high volume of traffic.
Adverse effects to areaways in Pioneer Square are not expected for this
project. Please see the Final EIS, Chapter 6, for the discussion of
construction effects on historic resources. However, if deemed
necessary during the development of the individual historic building
monitoring plans, targeted areaways could be monitored during
construction. Areaways are also discussed in more detail in Chapters 4
and 6 of Appendix I, Historic, Cultural and Archaeological Discipline
Report, of the Final EIS.
The removal of the viaduct will facilitate re-establishing the connection
between Pioneer Square and the waterfront. This connection and the
widening of Alaska Way will be part of the City's Central Waterfront
Project, which will undergo its own environmental review.
C-001-007
Because operational effects of the built alternative would be substantially
better than the Viaduct Closed (No Build Alternative), long-term
transportation mitigation measures are not anticipated. However, a
number of mitigation measures in place during construction could have
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
benefits over the longer term. Refer to Chapter 8 Mitigation in the Final
EIS for details.
C-001-008
These mitigation measures are described in Chapter 8 of the Final EIS,
and Appendix C, Transportation Discipline Report, addresses traffic
impacts on the Pioneer Square neighborhood in detail and relevant
mitigation measures. Please refer to the Final EIS for current
information.
C-001-009
Updated tolling analysis has been conducted for the Final EIS and the
effects of tolling are considered for all three build alternatives in
Chapter 5. Please refer to Appendix C, Transportation Discipline Report,
of the Final EIS for detailed analysis of tolling impacts to transportation
elements. Other appendices contain technical supporting details of
environmental effects for tolled and non-tolled alternatives for elements
such as air quality, environmental justice, etc.
Currently, the Washington State Department of Transportation does not
have the authority from the Washington State Legislature to toll State
Route 99 (SR 99). As legislative action is required to toll this facility, the
evaluation of the non-tolled Bored Tunnel Alternative in the 2010
Supplemental Draft EIS accurately reflects the current status of the
project. Possible effects of tolling are not ignored in the 2010
Supplemental Draft EIS, rather they are presented in Chapter 9 and in
Appendix C, Transportation Discipline Report.
C-001-010
The Western Building's existing poor structural condition means that it
cannot withstand settlement as well as other nearby historic buildings.
After studying various options for retrofitting or demolishing the building,
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
and receiving public input, WSDOT determined that a protection plan for
the Western Building could be implemented with the Bored Tunnel
Alternative. The settlement impacts would be mitigated by:
Strengthening the foundation with micro piles and grade beams, or
constructing a reinforced concrete wall system, or using a
combination of both approaches.
1.
Installing epoxy grout and wrap on cracked concrete columns and
beams.
2.
Constructing a temporary exterior steel frame and interior shoring
and bracing.
3.
Injecting compensation grout to manage building settlement to less
than 0.5 inches.
4.
The steel framing and the interior shoring and bracing would be removed
when the risk of settlement diminishes, leaving the exterior appearance
of the building approximately the same as it is currently. The work would
be reviewed by the Pioneer Square Preservation Board and would be
done in compliance with the Secretary of the Interior’s Standards for
Rehabilitation of Historic Buildings (36 CFR 67.6). This work would
require tenants to be relocated. The building would be unavailable for 12
to 20 months while it is being reinforced.
The Polson Building is not at risk of collapse or demolition, even though
it shares an adjoining wall with the Western Building. The surrounding
soil would be stabilized with compaction grouting and, if needed, the
basement would be reinforced on the interior.
Buildings and structures (both historic and non-historic) along the
alignment have been inspected and evaluated by structural engineers.
The potentially affected buildings and the monitoring plan are discussed
in Chapter 6 of Appendix I, Historic, Cultural, and Archaeological
Discipline Report, of the Final EIS. The construction process includes
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
monitoring of selected buildings and structures before, during and after
tunneling. This will enable any settlement impacts to be detected
immediately so that they can be prevented or minimized. If damage does
occur to historic buildings, it will be repaired according to the Secretary
of the Interior's Standards for Rehabilitation of Historic Properties.
C-001-011
The potentially affected buildings and the monitoring plan are discussed
in the Section 106 Memorandum of Agreement, which is an attachment
to Appendix I (Historic, Cultural and Archaeological Discipline Report) of
the Final EIS, and in Chapter 6 of Appendix I. Buildings,structures (both
historic and non-historic), and areaways along the alignment have been
inspected and evaluated by structural engineers. The construction
process includes extensive monitoring of each building and structure
before, during and after tunneling. This will enable any settlement
impacts to be detected immediately so that they can be prevented or
minimized. If damage does occur to historic buildings, it will be repaired
according to the Secretary of the Interior's Standards for Rehabilitation of
Historic Properties. While laser scans could identify damage after it
occurs, this process will enable any settlement impacts to be detected
immediately so that they can be prevented or minimized. If damage does
occur to historic buildings or areaways, it will be repaired according to
the Secretary of the Interior's Standards for Rehabilitation of Historic
Properties.
C-001-012
Measures that can be employed to mitigate the risk of groundwater
mounding behind tunnel walls or ground improved areas are outlined
in the Appendix P, Earth Discipline Report, of the Final EIS. The level of
detail provided in the Earth Discipline Report is appropriate for
environmental review purposes. The risk of groundwater mounding and
associated mitigation will be further evaluated during final design of the
project. Design guidelines will provide for mitigation of groundwater
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
mounding to within existing tidal fluctuations. Please see the Final EIS,
Chapter 8 Mitigation. for current infomration on the mitigation measure
that will be implemented.
C-001-013
The Section 4(f) Evaluation in the Final EIS and Appendix J, 4(f)
Supplemental Materials, recognize that the Pioneer Square Historic
District is a protected 4(f) resource and discuss the effects of the build
alternatives on this resource.
C-001-014
Changes made to the project's purpose and need statement in 2010 did
not serve to narrow the scope of concepts that could be considered.
Instead the changes that were made allowed for a broader scope of
solutions to be considered. The purpose and need statement presented
in the 2006 Supplemental Draft EIS stated "the project will maintain or
improve mobility, accessibility, and traffic safety for people and goods
along the existing Alaskan Way Viaduct Corridor..." This purpose
indicated that mobility must be maintained or improved. The project's
current purpose and need statement is less restrictive by stating that it
will provide a facility that "provides capacity for automobiles, freight, and
transit to efficiently move people and goods to and through downtown
Seattle". An important difference between the two purposes is that the
earlier purpose statement required mobility to be maintained or
improved, the updated purpose statement is focused on providing
capacity to efficiently move people and goods to and through downtown
Seattle, but it doesn't specify that existing capacity must be maintained.
Environmental documentation for the project has been prepared in
compliance with the National Environmental Policy Act (NEPA)(42
U.S.C. 4322(2)(c)) and the State Environmental Policy Act (SEPA)(Ch.
43.21 C RCW). The Final EIS Chapter 1, Introduction, describes the
history of the project, including development of the Purpose and Need
and alternatives. Please refer to the Final EIS for current information.
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
C-001-015
Chapter 3 in the 2010 Supplemental Draft EIS describes the alternatives
development process, whcih includes the range on concepts that were
considered and the screening process that led to the identification of the
build alternatives evaluated in the 2010 Supplemental Draft EIS and the
Final EIS. Environmental documentation for the proposed project has
been prepared in compliance with the National Environmental Policy Act
(NEPA)(42 U.S.C. 4322(2)(c)) and the State Environmental Policy Act
(SEPA)(Ch. 43.21 C RCW). The lead agencies believe all reasonable
alternatives have been considered. The Final EIS Chapters 1 and 2,
discuss the project's purpose and need statement and the alternatives
development process.
The state legislature authorized funding to replace the Alaskan Way
Viaduct in RCW 47.01.402. According to this law;
"The legislature finds that the replacement of the vulnerable state route
number 99 Alaskan Way viaduct is a matter of urgency for the safety of
Washington’s traveling public and the needs of the transportation system
in central Puget Sound."
This legislation also authorizes WSDOT to obligate two billion eight
hundred million dollars. In order to fund this obligation the legislation
further identifies sources of funding: $2,400,000,000 of state funding;
$400,000,000 of toll funding.
In the absence of toll funding WSDOT would still have the authorization
to issue contracts up to $2,800,000,000 but the mix of funding sources
would change. It is assumed that the toll funding would be replaced by
new or reprioritized federal, state, or local funding sources.
C-001-016
The state legislature authorized funding to replace the Alaskan Way
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
Viaduct in RCW 47.01.402. According to this law;
"The legislature finds that the replacement of the vulnerable state route
number 99 Alaskan Way viaduct is a matter of urgency for the safety of
Washington’s traveling public and the needs of the transportation system
in central Puget Sound."
This legislation also authorizes WSDOT to obligate two billion eight
hundred million dollars. In order to fund this obligation the legislation
further identifies sources of funding: $2,400,000,000 of state funding;
$400,000,000 of toll funding.
In the absence of toll funding WSDOT would still have the authorization
to issue contracts up to $2,800,000,000 but the mix of funding sources
would change. It is assumed that the toll funding would be replaced by
new or reprioritized federal, state, or local funding sources.
The legislation authorizing WSDOT to proceed with the project also has
a provision that those in Seattle who benefit from the project should be
responsible for cost overruns. WSDOT interprets this as a statement of
legislative intent that would need clarification to become operative.
C-001-017
The Final EIS Chapter 2, Alternatives Development, describes the
history of the project, including development of the Purpose and Need
and alternatives. This chapter also addresses development of the I-5,
Surface, and Transit Hybrid. After the purpose and need statement was
updated in 2009, design concepts were reevaluated and screened to
determine the alternatives to be evaluated in the 2010 Supplemental
Draft EIS. The Surface and Transit Hybrid concept was screened out
because the lead agencies determined it lacked the capacity to serve the
long-term needs of the region and it does not meet the project’s purpose
and need to provide capacity to and through downtown Seattle. The
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
Final EIS Appendix W, Screening Reports, includes the Surface and
Transit Scenario Year 2030 Analysis Results.
C-001-018
Estimates for the potential direct emissions of greenhouse gases under
the build alternatives are provided in the Final EIS and Appendix R,
Energy Discipline Report. All of the build alternatives would result in a
decrease in greenhouse gas emissions, compared to the Viaduct Closed
(No Build Alternative).
The study area evaluated includes areas likely to be affected by changes
in greenhouse gas emissions as a result of the project. The greenhouse
gas effects were estimated for roadways within the city center area, as
well as in the region. The city center area is bordered by Prospect Street
on the north, 15th Avenue on the east, S. Holgate Street on the south,
and Elliott Bay on the west. The region includes all the traffic movements
in King, Pierce, Snohomish, and Kitsap Counties.
C-001-019
The travel forecasting for the project has been conducted using the
industry standard modeling tools and data provided by the Puget Sound
Regional Council. The modeling platform has undergone rigorous review
and validation procedures. Forecasts of future travel are based on the
relationship between forecasted population and employment growth and
the configuration of existing and planned transit and roadway facilities.
The models do not just extrapolate traffic growth trends, rather, the
modeling procedures iterate mode choice, trip distribution and
assignment to take into account both the demand for trip interchange
between geographical areas and the capacities and services levels for
transportation corridors. For further details, please refer to the
Transportation Discipline Report, Appendix C of the Final EIS.
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
C-001-020
The Tolled Bored Tunnel Alternative is forecasted to carry 57,100
vehicles per day in 2030 as presented in Chapter 5 of the Final EIS.
Traffic patterns on SR 99, including vehicle volumes, at the bored
tunnel’s year-of-opening are shown in the Supplemental Draft EIS,
specifically in Section 5.1.4 of Appendix C, Transportation Discipline
Report. Year-of-opening results are not presented in the Final EIS.
Vehicles shifting back to SR 99 from alternate routes upon completion of
construction will reduce the levels of traffic congestion on those routes,
as discussed in Chapter 6 of Appendix C, Transportation Discipline
Report, in the Final EIS. The traffic modeling methodology and
assumptions are also discussed in Appendix C.
C-001-021
WSDOT and the City of Seattle have prepared an emergency response
plan that addresses an unplanned event, such as an earthquake, closing
the viaduct.
C-001-022
Final EIS Appendix H, Social Discipline Report, discusses the potential
effects of toll payment on low-income populations, as well as the
potential effects of using alternate routes to avoid the toll.
The agreement signed by the Governor, County Executive, and Mayor in
January 2009 described a program of independent yet complementary
projects for replacing the Alaskan Way Viaduct, and providing a strategy
for overall mobility in Seattle. The State is responsible for replacing the
Viaduct, the City for the seawall and central waterfront, and the County
accepted responsibility for additional RapidRide and express bus
service, with some identified as construction mitigation during the central
waterfront phase of the viaduct program. These future transit service
improvements have benefits independent of replacing the Alaskan Way
Viaduct. WSDOT recognizes the funding anticipated in the agreement
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
has not been realized, and that the recent economic downturn has
reduced other funding sources King County currently relies on for
providing transit service throughout King County.
Currently WSDOT is providing funding for King County on the S. Holgate
to S. King Street Viaduct Replacement Project to provide additional
transit service hours to help mitigate the effects of construction. This
program is on-going and regularly monitored to evaluate its
effectiveness. For the Alaskan Way Viaduct Replacement Project,
WSDOT will continue to evaluate the need for increased bus service in
the West Seattle, Ballard, Uptown, and Aurora Avenue corridors during
the initial portions of the construction period, as well as the need for a
bus travel time monitoring system. WSDOT will also work with the
County to identify funding sources for the service originally contemplated
in the January 2009 agreement.
C-001-023
Environmental documentation for the project has been prepared in
compliance with the National Environmental Policy Act (NEPA)(42
U.S.C. 4322(2)(c)) and the State Environmental Policy Act (SEPA)(Ch.
43.21 C RCW). A final decision on the viaduct replacement will not be
made before FHWA issues a Record of Decision.
The decision to evaluate the Bored Tunnel Alternative in the 2010
Supplemental Draft EIS did not represent a commitment to proceed with
that alternative. Public statements by the state and local project
sponsors are not binding on FHWA, and id not influence FHWA's
analysis of the build alternatives. In addition, it is acceptable under
FHWA's environmental regulations for a project sponsor to develop a
single alternative to a higher level of detail, including conducting
preliminary engineering on that alternative, as long as it does not
preclude an 'apples to apples' comparison of the alternatives in the EIS.
See FHWA Order 6640.1A, FHWA Policy on Permissible Project Related
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
Activities During the NEPA Process (October 1, 2010). FHWA is satisfied
that WSDOT's consideration of the Bored Tunnel Alternative is
consistent with FHWA regulations and policies, including Order 6640.1A.
Also, FHWA design-build regulations allow a state to conduct a
procurement process for a design-build contract and enter into a design-
build contract prior to completion of the NEPA process. The design-build
contract also is allowed to undertake preliminary engineering prior to
completion of the NEPA process. WSDOT's contracting activities on this
project are consistent with the requirements in the design-build
regulations (23 CFR 636).
C-001-024
The Final EIS Chapter 1, Introduction, describes the Purpose and Need
for the project and one of several purposes is to provide capacity for
automobiles, freight, and transit to efficiently move people and goods to
and through downtown Seattle. Appendix C, Transportation Discipline
Report, addresses local access and mobility for people and freight. The
traffic modeling methodology and assumptions are also discussed in
Appendix C. Please refer to Chapter 5 of the Final EIS for the discussion
of permanent transportation effects for all of the alternatives.
The City of Seattle is leading redevelopment efforts and associated
environmental reviews processes for the central waterfront, which would
take place under NEPA and/or SEPA as appropriate. In addition, the
proposed viaduct replacement project compliments a number of other
projects with independent utility that would provide other improvements
such as transit enhancements and a new Alaskan Way Promenade and
public space. These individual projects include the moving forward
projects identified in 2007, as well as improvements recommended as
part of the Partnership Process. Please refer to Chapter 2, Alternatives
Development, of the Final EIS for a description of these projects.
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
C-001-025
Extensive real-time monitoring will be conducted to prevent building
damage. The monitoring plan is discussed in the section 106
Memorandum of Agreement and in Chapter 6 of Appendix I (Historic,
Cultural and Archaeological Discipline Report) of the Final EIS. Buildings
and structures (both historic and non-historic) along the alignment have
been inspected and evaluated by structural engineers. Monitoring of
each building and structure will be done before, during and after
tunneling. This will enable any settlement impacts to be detected
immediately so that they can be prevented or minimized. If damage does
occur to historic buildings, it will be repaired according to the Secretary
of the Interior's Standards for Rehabilitation of Historic Properties. No
damage to the Pioneer Square Historic District is anticipated.
C-001-026
Financial planning for the project follows established WSDOT
procedures and has been independently reviewed by FHWA and other
agencies.
C-001-027
The Final EIS Chapter 2, Alternatives Development, describes the
history of the project, including how the Purpose and Need was
updated and the design concepts reevaluated and screened. All
reasonable alternatives to meet the project's purpose have been
considered. The City of Seattle is leading redevelopment efforts and
associated environmental reviews processes for the central waterfront,
which would take place under NEPA and/or SEPA as appropriate.
C-001-028
The state legislature authorized funding to replace the Alaskan Way
Viaduct in RCW 47.01.402. According to this law;
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
"The legislature finds that the replacement of the vulnerable state route
number 99 Alaskan Way viaduct is a matter of urgency for the safety of
Washington’s traveling public and the needs of the transportation system
in central Puget Sound."
This legislation also authorizes WSDOT to obligate two billion eight
hundred million dollars. In order to fund this obligation the legislation
further identifies sources of funding: $2,400,000,000 of state funding;
$400,000,000 of toll funding.
In the absence of toll funding WSDOT would still have the authorization
to issue contracts up to $2,800,000,000 but the mix of funding sources
would change. It is assumed that the toll funding would be replaced by
new or reprioritized federal, state, or local funding sources.
The legislation authorizing WSDOT to proceed with the project also has
a provision that those in Seattle who benefit from the project should be
responsible for cost overruns. WSDOT interprets this as a statement of
legislative intent that would need clarification to become operative.
C-001-029
The Final EIS Chapter 1, Introduction, includes the Purpose and Need
for the project. Chapter 5 describes the permanent effects and includes
substantial detail on transportation in downtown Seattle. The project,
with or without tolling and its related effects, provides substantial
benefits. All alternatives meet the project's purpose and need, and the
bored tunnel provides the best combination of benefits and least effects.
Appendix C, Transportation Discipline Report, addresses the effects of
potential tolling.
C-001-030
With the Bored Tunnel Alternative, traffic using the Stadium area ramps
to access downtown would disperse over several city arterials, including
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
the improved Alaskan Way, First, Second, and Fourth Avenues. Traffic
analysis indicates that this arrangement would result in comparable or
better overall traffic distribution and flow than is experienced with the
current Columbia and Seneca Street ramps. This is because the current
ramps concentrate traffic to a single, congested location in the central
downtown. The relocated ramps would instead allow drivers to diffuse
through the street grid using many different paths. Because operational
effects of the built alternative would be substantially better than the
Viaduct Closed (No Build Alternative), long-term transportation mitigation
measures are not anticipated. However, a number of mitigation
measures in place during construction could have benefits over the
longer term. Refer to Chapter 8 Mitigation in the Final EIS for details.
Because traffic in the Pioneer Square Historic District is controlled by
signals, it is not anticipated that the increased volume will affect the
pedestrian character nor will it make it more difficult to walk to shops or
restaurants. Pioneer Square has historically been an active place with a
high volume of traffic. The removal of the viaduct will facilitate re-
establishing the connection between Pioneer Square and the waterfront.
This connection and the widening of Alaska Way will be part of the City's
Central Waterfront Project, which will undergo its own environmental
review. Appendix C, Transportation Discipline Report, addresses traffic
impacts on the Pioneer Square neighborhood. Please refer to the Final
EIS for current information.
C-001-031
The potentially affected buildings and the monitoring plan are discussed
in the Section 106 Memorandum of Agreement and in Chapter 6 of
Appendix I (Historic, Cultural and Archaeological Discipline Report) of
this Final EIS. Buildings and structures (both historic and non-historic)
along the alignment have been inspected and evaluated by structural
engineers. The construction process includes extensive monitoring of
each building and structure before, during and after tunneling. While
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
laser scans could identify damage after it occurs, this process will enable
any settlement impacts to be detected immediately so that they can be
prevented or minimized. If damage does occur to historic buildings, it will
be repaired according to the Secretary of the Interior's Standards for
Rehabilitation of Historic Properties.
C-001-032
The state legislature authorized funding to replace the Alaskan Way
Viaduct in RCW 47.01.402. A detailed project budget as requested by
this comment is not relevant for environmental analysis under NEPA and
SEPA.
C-001-033
The Final EIS Chapter 2, Alternatives Development, describes how the
project began and the alternatives development process, which included
key decision points and public involvement.
SR 99: Alaskan Way Viaduct Replacement Project
Final EIS - Appendix T 2010 Comments and Responses July 2011
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